Internal combustion motor



April 11, 1939. A. B. sHovER 2,153,899

INTERNAL CoMBUsTIoN MOTOR Filed March 10, 1957 ATTORNEY.

Patented Apr. llt, 1939 UNITED STATES ATENT OFFICE INTERNAL COMBUSTION MOTOR Arthur B. Shover, Des Moines, Iowa Application March 10, 1937, Serial No. 130,016

1 Claim. (C1. 12B- 51) The principal object of my invention is to proformed on the upper end of the block I as shown vide an internal combustion motor having two in the drawing. The numeral I3 designates an pistons opposing each other in a common bore ordinary crank shaft having the crank arm I4 and actuated in time sequence. to which is secured one end of a connecting rod A further object of this invention is to provide I5 in the usual manner. The upper end of this 5 an internal combustion motor utilizing two opconnecting rod I5 is pivotally secured in the ordiposing pistons driven at varying velocities and nary way to a piston I6 which reciprocates within coupled together for increasing the speed of peak the bore Il, driving the crank arm I4 for rotatcompression within the motor. ing the crank shaft I3. Rotatably mounted in l0 A still further object of my invention is to prothe housing I2 is a shaft I'l. 'Ihe numeral I8 A1t) vide an internal combustion motor having two designates a cam plate rigidly secured to the opposing pistons in the same bore that has no shaft Il above the approximate center of the bore dead center and which utilizes a cam actuated by I I. This cam plate has an eccentric track I9 cut one of the pistons for obtaining the desired peak in one of its face surfaces. The numeral 20 desigof compression. hates a connecting rod having a roller 2l rotatl5 A still further object of my invention is to proably secured at right angles to its upper end for Vide an internal combustion motor that is engaging the slot I9. Permanently secured adeconomical in manufacture, durable and efficient jacent the upper end of the connecting rod is in use. an arm 22 to which is rotatably secured a vertical 20 These and other objects will be apparent to roller 23 for contacting the rear face of the cam 20 those skilled in the art. I3 holding it in alignment.

My invention consists in the construction, ar- The other end of theconnecting rod 20 is rigrangement and combination of the various parts idly secured to a piston. 24 which reciprocates of the device, whereby the objects contemplated within the upper end of the bore II. As will be 25 are attained as hereinafter more fully set forth, noted with reference to the drawing, the block 25 pointed out in my claim and illustrated in the lil is split in the middle and secured by bolts or accompanying drawing, in which: like, leaving chambers 25 and 26 in communica- Fig. 1 is an end sectional view of my complete tion with the central portion of the bore I I bemotor and its actuating means. tween the pistons I6 and 24. The chamber 25 in Fig. 2 is an enlarged side sectional view shoW- this particular instance is the firing chamber and 30 ing the drive mechanism between; the piston has placed therein the ordinary spark plug 21 driven cam and the crank shaft. as shown in the drawing which is connected into Fig. 3 is an enlarged side sectional View of the ordinary ignition system. The chamber 26 the guide roller and cam and more fully illusis used for the purpose of intake and exhaust and tratingits construction. has an ordinary overhead exhaust valve 28 and 35 Fig. 4 is a view of a modified type of cam track. the ordinary intake valve 29 as shown in the There are many types of internal combustion drawing. The eXlleuSt Valve 23, When Open. eX- motors now in use. These operate generally with hausts the used gases through the exhaust pipe a single piston which actuates a crank shaft as S. The intake valve 29 draws gasoline through is generally known. These motors compress an intake manifold 3l fro-m a carburetor or the 40 against a solid head where they are ignited by like. This intake valve 29 is actuated by the ordian ignition means or by the heat of compression. nary cam shaft 32 which is so geared and timed These motors having a single piston operating in tothe crank shaft as to result in the functioning a bore induce considerable vibration into the of the Valves in the ordinary manner.

l5 mechanism due to their rate of reciprocation, Although I show my motor as a four cycle en- 45 and are apt to become stuck on dead center. gine, Obviously it muy be a WO CYCle engine. Furthermore, they are not exible enough in their Referring to Fig. 2 of the drawing', it will be delivery of power to the crank shaft. I have noted that rigidly secured to one end of the crank overcome such disadvantages as will be appreci- Shaft I3 iS a bevel gear 33, and rigidly Secured ated and as hereinafter more fully set forth. to one end of the shaft I 'l is a similar bevel gear 50 Referring to the drawing, I have used the nu- 34- The numerals 35 and 35 designate two bearmeral I0 to designate the block of my internal ings rigidly secured to the block IIJ which rotatacolnbustion motor having the cylinder or bore II bly support a vertical shaft 3l. Secured to each and the usual crank case formed on its lower end of the shaft 3l are the bevel gears 38 and end. The numeral I2 designates a housing 39 which are in operative engagement With the 55 bevel gears 33 and 34 respectively. The numeral designates another modified type of cam track that may be used in place of the cam track I9 on various types of motors requiring a different piston action.

I have used the numeral 4I to indicate the power take off or drive shaft of the motor which is rigidly secured in prolongation of the crank shaft I3.

The practical operation of my device is as follows: When the pistons I6 and 24 are in the position shown in Fig. l, and the motor res, the piston I6 will actuate the crankshaft I3 in the usual manner. At the same time, the piston 24 will be forced upwardly, forcing the roller 2| to travel along the longer slope of the cam track I9, rotating the cam plate I8 and thus turning the shaft I1. Inasmuch as the crank shaft I3 and shaft Il are operatively connected through the medium of the gears 33, 38, the shaft 31 and the gears 39 and 34, the united applied power implied to the pistons I6 and 24 will be applied to the drive shaft 4I As the pistons I 6 and 24 will also travel toward each other and as a comparatively quick thrust will be applied by the cam track I9 to the piston 24, the peak of compression will be attained more quickly than would be the case in a single piston motor, thus allowing a higher compression of greater power and distributing the pressure against two pistons imparting the wear induced by high compression ratios to two sets of piston rings. This high compression on the firing stroke is taken care of very rapidly by virtue of the pistons traveling away from each other on the power stroke, Obviously, by arranging the cam so that its peak is slightly off the peak of the crank arm I4, there would not be a chance for the motor to stop on dead center. The double or opposed transmission of power would also reduce vibration to a decided degree.

Thus I have provided an internal combustion motor of great utility and power and which fulfills the objects and has many advantages over the single piston motor.

Obviously, my structure may be applied to multi-cylinder motors and the same principle applied, and is of great utility in Diesel or oil burning motors which are ignited by the heat of compression.

Some changes may be made in the construction and arrangement of my improved internal combustion motor without departing from the real spirit and purpose of my invention, and it is my intention to cover by my claim any modified forms of structure or use of mechanical equivalents which may be reasonably included within its scope.

I claim:

In au internal combustion motor, a block having a bore, a rotatably mounted shaft, a crank shaft secured to said shaft, a piston slidably mounted in said bore, a means for operatively connecting said piston to vsaid crank shaft for causing said first mentioned shaft to rotate when said piston is reciprocated, a fuel inlet passageway in said block communicating with the inside of said bore, a valve for permitting the passage of fuel through said passageway at times, an outlet passageway in said block communicating with the inside of said, bore, a valve for permitting the passage of gases through said outlet passageway at times, a second rotatably mounted shaft, a means for operatively connecting said second mentioned shaft to said first mentioned shaft, a cam element on said second shaft, a second piston slidably mounted in said bore, and a means for operatively connecting said second piston to said cam element for causing said first mentioned shafts to rotate when said second piston is reciprocated; said two pistons being diametrically opposed to each other in said bore and both capable of simultaneously causing said first mentioned shaft to rotate when they are forced away from each other.

ARTHUR B. SHOVER.

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